Carburetor attachment for motor vehicles



July 5, 1960 A. csEcs 2,943,849

CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Filed May 16, 1958 2Sheets-Sheet 1 25 L' lf2 I9 21, 1,4/ l

I f L/ l fa t f6 l l r I I3 y f7 l l I l y i 22 9 1 as 8 v f1 l o 24 n Oa. 0 2 4 I 6 18' 3\`\ 7 1 l l/ IN V EN TOR.

Mmm/1 [Jefa BY v www July 5, 1960 A. csr-:cs 2,943,849

CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Filed May 16, 1958 2Sheets-Sheet 2 INVENTOR.:

M @M1/YW CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Aladar Csecs, Z6 HollyPlace, Stamford, Conn.

Filed May 16, 1958, Ser. No. 735,722

l6 Claims. (Cl. 2451-51) This invention relates to a carburetorattachment in motor vehicles and it has particular relation to anauxiliary apparatus adapted to be used in motor cars or the like, inorder to reduce gasoline consumption.

This auxiliary apparatus of this invention is designed to cut down thegas consumption whenever the carburetor throttle is suddenly closed.When this is done, the power of the engine is not needed for a while butthe inertia ofthe running car forces the engine to make additional turnsthus sucking in more gas than needed at this moment. Although thiscondition lasts only for a few seconds, yet when it frequently occurs,e.g. in city traic, the amount of wasted gasoline accumulatesconsiderably.

Operation of this auxiliary device is based on sudden closure of themain jet whenever the throttle is closed, leaving only the idle oriicepartially open. However the idling jet channel passes the gasoline tothe idling orice undisturbed because the auxiliary check valve has noconnection whatsoever to the idling channel.

The appended drawings illustrate by way of example, and withoutlimitation, some specific embodiments of and best ways for carrying outthe invention.

In the drawings, Fig. l illustrates in sectional view part of thecarburetor, which houses the device of the invention; Fig. 2 illustratesoperation of the diaphragm used according to the invention; Fig. 3serves to illustrate operation of the invention; Figure 4 illustrates acarburetor with a built-in device according to the invention, insectional view.

Referring now to the drawings in detail, Fig. l shows the' cross sectionof the part of the carburetor that houses the invention. As shown inthis iigure, the butterfly valve (throttle) 1 is in a position in whichit keeps the engine idling. Closing or opening the orifice 9 regulatesthis idling speed, allowing less or more combustible mixture to theintake manifold. The quality of the mixture (lean or rich) may bechanged by turning the adjusting screw 11 and the needle valve 10 of thecarburetor. These parts work in the same way as in any conventionalcarburetor.

The idling channel starts at the opening 22, gets a little air at 21 foremulsion and then ends at the two oriiices 9 and 10. The liquid gasolinepasses through this channel without any obstacle. When the throttle issuiriciently opened, the idle jet ceases to operate but the rush of airfrom the barrel 12, passing through the venturi 13 draws the gasolinevapor from the main jet 16 thus supplying the combustible gas for normaldrive through the main nozzle 14, the gasoline enters the main jetthrough the compensating passage 17.

The oat chamber 15 keeps the constant liquid level as usual. The oatitself, the needle valve and the gasoline supply line are not shown forthe sake of clearness.

As clearly shown in Fig. l, when the throttle is in idle position, rod 4holds the piston valve 5 between the ports of pipes 7 and 8 thuscompletely blocking the air passage from the vacuum pump 35 through theduct 2,943,849 Patented July 5, 1960 2 formed hy pipes 7 and 8. Nomatter how strong the suction in this connecting tube and the vacuumpump is, -it is unable to draw air from pipe 8 and consequently unablekto create even little -vacuum above the diaphragml 2l).

'The diaphragm exes downward by its own elastic tension,

pushes the valve stem 19 andthe checkvalve 1 8 down, the latter closesthe port in the main jet channel 16,v and thus stops the flow of liquidgasoline to the main nozzle. As soon as the driver steps on the gas rod3 moves to the left, turns arm 2 and more or less opens' the throttle 1.

Simultaneously rod 4 also moves to the left and pulls the piston valve 5from its position between'thetwo air-passage ports, 7 and 8. v Thewithdrawn position of this piston is shown in Fig. 3. In the moment whenthe piston valve 5' is moved away from the closing position, the portsof pipes 7.

and 8' open and thus secure the air passage from fdiaphragm 20 to thevacuumY pump 35. Under thesucking action of the motor rand the vacuumpump, the air rushes in the direction of arrows, whereby vacuum developsabove the diaphragm and the latter tlexes upward under the atmosphericpressure under the disc. Thereby check valve 1S is lifted and the normalow of gasoline through opening 17 to the mainv nozzle 14 is restored.Then the usual function takes place like in any conventional carburetor.The airV rushes downward through air horn 12 and the gasoline sprays outof the main nozzle `14 supplying the desired explosive mixture.Diaphragm 20 is kept up while the ca r runs with open throttle as shownin Fig. 2.

The operation of the diaphragm under the eiect of vacuum is shown inFig. v2. The check valve v18' opens sufficiently in order to let thegasoline ow in accordance with the engine speed and power.

When the driver closes the throttle again, eitherwith the intention tostop the car or using the engine as a y engine from stalling when thecar stops andY the` clutch is disengaged. Y

The diaphragm must be'soft enough to react even to a slight vacuum;otherwise thevengine stalls, sputters or backiires while starving forgas. f

VThere must be a turnbuckle 23 on the rod 4 to adjust the length of thisrod to placethe piston valve S inf its proper position. Ball'joint 24secures the linear motion of the piston valve.. Y Y y The narrowVchannel gives way to the'compressed air to escape from the cylinderAwhen the piston valige moves to the closing position. Another channel.33` is needed to restore the atmospheric lpressure above diaphragm 20when the throttle is suddenly c1osed.

There must be a compensating hole' 25 under the dia: phragm 20 torestore the atmospheric pressure when the vacuum is not needed e.g. whenthe throttle is closed; the escape ofair through this opening also,results in quick closing of the check valve 18, thus preventing fthewaste of gasoline. 4 A ,Q

While Fig. l shows a conventional carburetor with the gas-savingapparatus of the invention as a separate attachment, Fig. 4 showsaspecially constructed carburetor in which the gas-saving apparatus isabuilt-in part, combined with the otherwise standard carburetor.

The working principle is thereby the same as in" the arrangement shownin Figs. l, 2 and 3. The diaphragm 20 operates by the eiect of vacuum,created by the suction in the vacuum pump, regulated by piston valve 5whereby check valve 18 closes the opening ofthe jet 16, '14 whenevervthefthrottle 1 is closed and thevr vacuum is eliminated. Y

. Tarmassia The builtin arrangement requires certain Yadditional Y tomake the check valve ladjustabletafter the carvbll'l'etrr"has 4been,completely assembled. Furthermore 'thevaClllllll regulating piston valveshould be fastened Qnltfthe carburetor itself instead of the, dashboard.

' The diaphragm 20 is mounted on the float chamber Y I" offcarburetonbyscrews 26, securedby lock washer.

' 'Tlie sheath 2871's fastened VtothecenterV ofthe dia-y iV phragm'-b'y@lock-nuts. When the. Vdiaphragm vis thus fastened, the sheath or sleeve28 must slide on the valve stem`19-in`a snug 1it.. While the diaphragmis vin its natural shape,;the valve `stem should be in aposition inVwhichcheckvalve `lsrests on its seat, which means that the check valvecloses the main jetjvhen Vthe diaphragm is Yin vi ts. lowest position. VThen lthe pipe plug v27 is. reshoved', .adjusting 'screw 29 istightenedYand the right position Vofthe valve 18 'is thus secured. The pipe plug28,;can Ybe then inserted in its original position. y Such adjustmentmay be needed once'in a while whenever the diaphragm changes its shape'or its elasticity,

since ycheck valve 18 must always rest on its seat when the'gasis takenoff and the engine idles. f

' `Cylinder 32 that housesl the vacuum regulating piston V valve isfastened to the flanges of the carburetor oat chamber. For this purposethese flanges are cast with vbosses 3ft-whose `smooth .surfaces are heldagainst the flanges Vof the cylinder 32. YTwo lock-washer secured bolts'31 hold the cylinder .rmlyton the bosses.

In Eig. 4 the arm 2. is located on this side of the' carburetor and rod4 is on theopposite side; cylinderV 32 is placed on the opposite side(beyond .the oat chamber) but shown in .cross-section for the sake ofdeafness.

"To raise the d iaphragmlt) a relatively high degree of vacuunir-Y isnecessary. Although the intake manifold keeps up a certain degree ofvacuum (air pressure dirfer- 'encebetween the air horn 13 and thevoutside atmos- Y phere),lthi s is inadequate to openthe check valve 18especially during the operation of the self starter. VVThe electricVmotor. turns the `engine too slowly tov create sufficient vacuum in themanifold. u Y

Inorder to safely secure operativeness under variable circumstances, avacuum booster should be added to increase the vacuum `abvethe diaphragm20 while the engine runs even with slightly open throttle.

Most automobile engines are at present equipped'with a combinationoffuel and vacuum pump. Both vare pperatedby the camshaft as soon as theenginebegins to turn. VThe; outlines of this combination pump are shownin Fig. 1 and ',Fig. 4. The lower cylinder 34 is thefuel pump to deliverthe Vgasoline from the tank to the carburetorjoat chamber. This pumpdoes not play any part in "this invention. The upper cylinder 3S is thevacuum punglpthat otherwise operates the ywindshield wiper,.'cer

' tainval'ves'in connectionwith theV automatic transmis- YWhat isclaimed is:

, l. YIn connection with a vehiclemotor carburetor hav-vr ing athrottlefor regulation of the `motors gas intake central part of .saiddiaphragm; moves when suction reaches said air Vchan-ibex',saidrcentral.partbeing aixed to sad'fuel valve in a position in which said fuelvalve is closed when'Y said vdiaphragm isrelaxed vand is opened whensaid diaphragm moves under the 4influence of suc- Y' tion Vin said `airchamber, and Vmeans operatively `con` nected with said throttleinterrupting said duct whenV j said throttle is closed and opening saidduct when'said 'A throttle is opened, Vwhereby suction will reach -saidair Y chamber 'and said fuel'valve will beopened only when saidthrottleis opened.` Y 2. A device according toV claim 1 in whichsaid-suck; ing means comprisesa vacuum pump.

3. A device according to claim l 1n which said duct- Y interruptingmeans comprise a cylinder having a main bore andV a crossbore forming anintermediate part: of

^ said duct, and a piston movable in said main bore across.said'crossbore 'l 4. A device according to claim l in which Vsaidductinterruptingmeans comprise a cylinder having. a main bore closed atone end and open at the Yotherend,V having a crossbore forming `anintermediate part of said duct,

havingV aV channel connecting said closed Abore end with the part ofsaid crossbore nearer to said sucking means,l

and having another channel connecting a median part of Y said main borewith thepart of'said crossbore whichis nearer to said air chamber, and apiston movable in said main bore betweeny a position in which saidpiston closes said crossbore andopens said'other'channel and apositionin which said piston opens said crossbore and closes said otherchannel. v

5. In connection witha vehicle motor carburetor having a throttle forregulation of the motors gas intake and having a fuel valve, a fuelsaving device comprising an air duct,sucking means at one end of saidduct, an air chamber at the other duct end, a diaphragm dividing saidair chamber'into two hermetically separated spaces, one communicatingwith said duct and the other with Vthe outer atmosphere whereby theVcentral part of saiddiaphragm moves when suction reaches said iirstmentioned chamber space, `Said central part being aiiixed to said fuel Yvalve in a position in which said fuel valve is closed when saiddiaphragm is Arelaxed and is' opened when said diaphragm 'moves underthe influence of suction in said rstfmentioned Ychamber space and means.operatively connected with said throttle interrupting said duct whensaid throttleis closed and :opening said duct when said sion, etc;v Bothpumps are operated by cam 36 Vand Y lever 37 that move the leatherdiaphragms Vup'and down inV accordance with the revolution of thecamshaft.

At the'throttle opening the piston valve' Salso opens the a'irLpassage.The'pump 3S- Vsucks'the air thatflows in' the direction of arrows. Itpasses through pipes 8,

7 to the pump chamber from where (38) itis discharged tothe intakemanifold. The cooperation of the manifold and-pump greatly increases theair pressure difference i between the lower and upper side of thediaphragm 20 thus giving it enough force to open the checkrvalve 18.

Reference is made to my copending patent application filed in my nameunder Serial No. 719,338 on March 5, V1958, now abandoned, of which thisis a continuation-inthrottle isV opened, whereby suction Ywill reachsaid iiist Y- mentioned chamber space and said fuel' valve vvillhbeIopened onlywhen said throttle'is opened.

6.. A device according to claim '5 to be used in connecrtiorrwith avehicle motor carburetor which further has Va iioat chamber,saidotheriair chamber space forming an upper part of said iloat'VYchamber whereby said other air' chamber space ccmmunicateswith the outeratmosphere through said oat chamber.

'References Cited in the file of patent UNITED STATES PATENTSY 1,754,976Waite Apr, l5, 1930 Baumgardner et al. Mar. 26', 1921` i i I Min-

